US20150219037A1 - Method to reduce fuel system power consumption - Google Patents

Method to reduce fuel system power consumption Download PDF

Info

Publication number
US20150219037A1
US20150219037A1 US14/171,120 US201414171120A US2015219037A1 US 20150219037 A1 US20150219037 A1 US 20150219037A1 US 201414171120 A US201414171120 A US 201414171120A US 2015219037 A1 US2015219037 A1 US 2015219037A1
Authority
US
United States
Prior art keywords
pump
fuel
high pressure
reservoir
pressure fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
US14/171,120
Other versions
US9435286B2 (en
Inventor
Dhyana Ramamurthy
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisan Industry Co Ltd
Original Assignee
Denso Corp
Denso International America Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp, Denso International America Inc filed Critical Denso Corp
Assigned to DENSO INTERNATIONAL AMERICA, INC., DENSO CORPORATION reassignment DENSO INTERNATIONAL AMERICA, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: RAMAMURTHY, DHYANA
Priority to US14/171,120 priority Critical patent/US9435286B2/en
Priority to PCT/US2015/014232 priority patent/WO2015117122A1/en
Priority to DE112015000620.6T priority patent/DE112015000620B4/en
Priority to JP2016549497A priority patent/JP6217864B2/en
Priority to CN201580004700.0A priority patent/CN105917102B/en
Publication of US20150219037A1 publication Critical patent/US20150219037A1/en
Publication of US9435286B2 publication Critical patent/US9435286B2/en
Application granted granted Critical
Assigned to AISAN KOGYO KABUSHIKI KAISHA reassignment AISAN KOGYO KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DENSO CORPORATION, DENSO INTERNATIONAL AMERICA INC.
Active legal-status Critical Current
Adjusted expiration legal-status Critical

Links

Images

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/3082Control of electrical fuel pumps
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/04Introducing corrections for particular operating conditions
    • F02D41/06Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D41/3809Common rail control systems
    • F02D41/3836Controlling the fuel pressure
    • F02D41/3845Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F02D41/3854Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012Valves
    • F02M63/0031Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/005Pressure relief valves
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023Means for varying pressure in common rails
    • F02M63/0235Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/0245Means for varying pressure in common rails by bleeding fuel pressure between the high pressure pump and the common rail
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0275Arrangement of common rails
    • F02M63/028Returnless common rail system
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10TTECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00Fluid handling
    • Y10T137/8593Systems
    • Y10T137/85978With pump
    • Y10T137/85986Pumped fluid control

Definitions

  • the present disclosure relates to a fuel system with reduced power consumption.
  • Systems for delivering fuel to an engine often include a fuel reservoir pump, a low pressure fuel pump, and a high pressure (direct injection) fuel pump.
  • the low pressure fuel pump pumps fuel from a fuel tank to the high pressure fuel pump.
  • the high pressure fuel pump includes a reciprocating plunger, which is driven by a rotating cam (via a follower) having a plurality of lobes. As the cam rotates, it may cycle the high pressure pump through a suction stroke, a pre-stroke (if less than 100% fuel delivery is required), and a pumping stroke.
  • the quantity of fuel that the high pressure pump delivers to the engine is based on engine demand and various engine perimeters, such as mass flow and pressure.
  • the present teachings provide for a system for delivering fuel to an engine including a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir.
  • a low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump.
  • a high pressure fuel pump is configured to pump fuel to the engine.
  • the low pressure fuel pump is configured to pump fuel to the high pressure fuel pump.
  • a controller is operable to configure the low pressure fuel pump in a high mode at a first pump rate when the high pressure fuel pump is in a first configuration, and operable to configure the low pressure fuel pump in a low mode at a second pump rate when the high pressure fuel pump is in a second configuration different from the first configuration, the first pump rate is different from the second pump rate.
  • the present teachings further provide for a system for delivering fuel to an engine.
  • the system includes a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir.
  • a low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump.
  • a high pressure fuel pump is configured to pump fuel to the engine.
  • the low pressure fuel pump is configured to pump fuel to the high pressure fuel pump.
  • a controller is configured to operate the fuel reservoir pump in a high mode at a first pump rate when a fuel level of fuel within the fuel tank is below a predetermined threshold, and configured to operate the fuel reservoir pump in a low mode at a second pump rate when the fuel level of fuel within the fuel tank is above the predetermined threshold.
  • the first pump rate is greater than the second pump rate.
  • the present teachings further provide for a system for delivering fuel to an engine including a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir.
  • a low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump.
  • a high pressure fuel pump is configured to pump fuel to the engine.
  • the low pressure fuel pump is configured to pump fuel to the high pressure fuel pump.
  • a controller operable to: configure the fuel reservoir pump in a high pumping state when a fuel level of fuel within the fuel tank is below a predetermined level; configure the fuel reservoir pump in a low pumping state when the fuel level of fuel within the fuel tank is above the predetermined level; configure the low pressure fuel pump in a high pump mode at a first pump rate when the high pressure fuel pump is in a first configuration configured to perform a suction stroke; and configure the low pressure fuel pump in a low pump mode at a second pump rate lower than the first pump rate when the high pressure fuel pump is in a second configuration that is not configured to perform the suction stroke.
  • FIG. 1 is a schematic of a fuel system according to the present teachings
  • FIG. 2 is a diagram of modes of operation of the fuel system of FIG. 1 ;
  • FIG. 3 is a diagram of additional modes of operation of the fuel system of FIG. 1 .
  • the fuel system 10 generally includes a fuel tank 12 , a fuel reservoir pump 14 (which can be a jet pump and is referred to herein as a jet pump), a low pressure fuel pump 16 , a high pressure (direct injection) fuel pump 18 , and a fuel rail 20 for delivering fuel to a suitable engine (not shown), such as an internal combustion engine.
  • a fuel pump reservoir 22 is seated within the fuel tank 12 and includes a fuel pump reservoir outer wall 24 having a top portion or upper portion 26 .
  • the low pressure fuel pump 16 is seated within the fuel pump reservoir 22 , and is powered by a low pressure fuel pump power supply 28 .
  • the fuel tank 12 is configured to store fuel 30 therein.
  • the amount of fuel 30 present within the fuel tank 12 can be measured in any suitable manner using any suitable device, such as a fuel level sensor 32 .
  • the fuel level sensor 32 measures a height of the fuel level H f as measured from a bottom or lowermost portion of the fuel tank 12 and relative to a height of the fuel pump reservoir H r .
  • a reservoir inlet conduit 40 extends into the fuel pump reservoir 22 from a position in the fuel tank 12 sufficient to draw fuel 30 into the fuel pump reservoir 22 .
  • the reservoir inlet conduit 40 is connected to a fuel inlet conduit 42 , which extends to the jet pump 14 .
  • a relief valve/regulator 46 can be included along the fuel inlet conduit 42 .
  • a fuel outlet conduit 48 extends from the low pressure fuel pump 16 through a filter 50 , and out of the fuel tank 12 to a valve 54 of the high pressure fuel pump 18 , which is remote to the fuel tank 12 .
  • the valve 54 can be any suitable valve, such as an electromechanically controlled valve, such as a solenoid valve for example. If the valve 54 is an electromechanically controlled valve, the valve 54 can be powered in any suitable manner, such as by a power supply 56 .
  • a return conduit 52 extends from the fuel outlet conduit 48 to generally where the reservoir inlet conduit 40 and the fuel inlet conduit 42 meet.
  • the reservoir inlet conduit 40 , the fuel inlet conduit 42 , the fuel outlet conduit 48 , and the return conduit 52 can each be any suitable conduit, such as a pipe or tube, configured to reliably, efficiently, and safely transport fuel throughout the fuel system 10 .
  • the high pressure fuel pump 18 generally includes a plunger 62 and a plunger housing or chamber 64 in which the plunger 62 is slidably mounted.
  • the plunger 62 is driven by a cam 60 by way of a follower 88 coupled to the cam 60 and the plunger 62 .
  • the cam 60 includes any suitable number of lobes, such as two, three (as illustrated), or four, for example.
  • the cam 60 includes a first lobe 66 , a second lobe 68 , and a third lobe 70 .
  • the first, second, and third lobes 66 , 68 , and 70 are equally spaced apart from one another, such as spaced apart approximately 120° relative to one another. Regardless of the number of lobes present, the lobes can be equally spaced apart. For example, if four lobes are present, the lobes can be spaced apart 90° relative to one another.
  • first lobe span surface 72 Between the first lobe 66 and the second lobe 68 is a first lobe span surface 72 . Between the second lobe 68 and the third lobe 70 is a second lobe span surface 74 . Between the third lobe 70 and the first lobe 66 is a third lobe span surface 76 .
  • the first, second, and third lobe span surfaces 72 , 74 , and 76 can each have the same length, or generally similar lengths.
  • Rotation of the cam 60 results in translational movement of the plunger 62 within the plunger chamber 64 .
  • the plunger 62 When the plunger 62 is in contact with any one of the first, second, and third lobes 66 , 68 , or 70 (via the follower mechanism 88 ), the plunger 62 will be at its highest point within the plunger chamber 64 , which is the top dead center position 78 (illustrated in FIG. 1 ) of the plunger 62 .
  • the plunger 62 When at the top dead center position 78 , the plunger 62 will generally have completed a pumping stroke and be initiating a suction stroke.
  • the plunger 62 When the plunger 62 is in contact with the cam 60 along the first, second, or third lobe span surfaces 72 , 74 , or 76 at a point generally equidistant between the first, second, and third lobes 66 , 68 , or 70 (via the follower mechanism 88 ), the plunger 62 will be at its lowest point within the plunger chamber 64 , and will generally be between a suction stroke and a pre-stroke of the high pressure fuel pump 18 .
  • the high pressure fuel pump 18 pumps fuel to the fuel rail 20 through fuel rail conduit 80 .
  • fuel rail conduit 80 Along the fuel rail conduit 80 is an outlet valve 82 , which regulates passage of fuel from the high pressure fuel pump 18 to the fuel rail 20 .
  • a relief conduit 84 extends from the fuel rail conduit 80 to the plunger chamber 64 of the high pressure fuel pump 18 .
  • a relief valve 86 is present along the relief conduit 84 .
  • the relief conduit 84 allows fuel to flow back to the plunger chamber 64 .
  • the relief valve 86 will open when the pressure difference across the relief valve 86 exceeds a predetermined threshold.
  • the controller 90 can be any suitable controller, such as a microprocessor present in any suitable form or device.
  • the controller 90 can be configured to direct or control operation of, for example, the jet pump 14 , the low pressure fuel pump 16 , and/or the high pressure fuel pump 18 .
  • a mode of operation of the fuel system 10 to be controlled by the controller 90 is generally illustrated at reference numeral 110 .
  • the controller 90 initiates operation at start block 112 .
  • the controller 90 determines whether the fuel system 10 is to be operated under a special mode or a normal mode.
  • the special mode may include various operating modes, such as hot/cold starts, failsafe mode, or diagnostic mode in which full voltage is sent to the pump 16 , for example.
  • a predetermined control strategy and parameters as prescribed for the particular special mode called for are applied to the low pressure fuel pump 16 , such as full voltage applied to the pump 16 by the controller 90 .
  • the special mode ends at block 118 .
  • the controller 90 determines that the fuel system 10 is to be operated in normal operating mode, at block 120 the controller 90 sets the low pressure fuel pump 16 to a high mode to start pumping fuel, or increase fuel output if already started, when the cam 60 moves the plunger 62 of the high pressure fuel pump 18 to the top dead center position 78 , or slightly before the cam 60 rotates the plunger 62 to the top dead center position 78 , such as from about 5 to about 30 (or about 5 to about 10, for example) cam angle degrees (for example depending on speed of rotation of the cam 60 and response time required by low pressure fuel pump 18 ) prior to reaching the top dead center position 78 (A° as illustrated at block 120 ).
  • the controller 90 sets the low pressure fuel pump 16 to a low mode to stop pumping fuel, or reduce fuel output, when the plunger 62 is in contact with the cam 60 at a halfway point or midpoint of any one of the first, second, or third lobe span surfaces 72 , 74 , or 76 , or at a position of the lobe span surfaces 72 , 74 , or 76 just prior to the halfway point thereof, such as from about 5 to about 30 or from about 5 to about 10 cam angle degrees (for example depending on speed of rotation of the cam 60 and response time required by low pressure fuel pump 18 ) prior to the halfway point (B° as illustrated at block 122 ).
  • the controller 90 proceeds to end block 118 .
  • the low pressure fuel pump 16 when operating according to the mode of operation 110 the low pressure fuel pump 16 does not continuously run, but rather starts (or increases pumping if already started) when the plunger 62 is at or just prior to the top dead center position 78 , which is the point at which the high pressure fuel pump 18 begins its suction stroke.
  • the low pressure fuel pump 16 can be set to stop (or decrease) pumping when the high pressure fuel pump 18 begins its pre-stroke, or just prior to beginning its pre-stroke.
  • the low pressure fuel pump 16 will remain inactive during most or all of the pumping stroke of the high pressure fuel pump 18 , or can be set to begin pumping just as the pumping stroke is coming to an end.
  • the mode of operation 110 thus conserves energy by more efficiently operating (such as by not continuously operating) the low pressure fuel pump 16 , for example.
  • an additional mode of operation of the fuel system 10 is generally illustrated at reference numeral 210 .
  • the mode of operation 210 starts at block 212 , and at block 214 the controller 90 determines whether to operate in a special mode, a normal mode, or a startup mode given operating conditions or manual selection.
  • the special mode may include various operating modes, such as hot/cold starts, failsafe mode, or diagnostic mode in which full voltage is sent to the pump 16 , for example.
  • the controller proceeds to block 216 , at which a predetermined control strategy and parameters prescribed for the particular special mode called for will be applied to the low pressure fuel pump 16 , such as full voltage applied to the pump 16 by the controller 90 .
  • the special mode ends at block 230 , or at block 218 of the normal mode where the special mode transitions to the normal mode.
  • the controller proceeds to block 218 , where the controller 90 enters optimization mode and activates the jet pump 14 to pump fuel 30 into the fuel pump reservoir 22 through the reservoir inlet conduit 40 .
  • the jet pump 14 can be set to pump fuel 30 for a predetermined period of time based on any suitable known parameters of the jet pump 14 and the fuel pump reservoir 22 , in order to fill the fuel pump reservoir 22 such that at least the low pressure fuel pump 16 is submerged in fuel 30 .
  • the controller 90 determines whether the height of the fuel level in the fuel pump reservoir 22 is greater than a predetermined level, such as whether the height of the fuel level H f is greater than or above the top portion or upper portion 26 of the fuel pump reservoir 22 , and thus whether the height of the fuel level H f is greater than the height of the fuel pump reservoir H r . If the height of the fuel level H f is greater than the predetermined level, at block 222 the controller 90 will set the low pressure fuel pump 16 in a low mode to a level sufficient to at least meet engine needs and maintain the fuel level above the predetermined threshold without using (or minimally using) the jet pump 14 .
  • Pump rate of the jet pump 14 is a function of the pump rate of the low pressure fuel pump 16 . For example, pump rate of the low pressure fuel pump 16 is equal to, or about equal to, the pump rate of fuel to the engine plus the pump rate of the jet pump 14 .
  • the jet pump 14 reduces flow output from the low pressure fuel pump 16 .
  • minimizing use of the jet pump 14 to fill the fuel pump reservoir 22 reduces or avoids parasitic loss from the low pressure fuel pump 16 , which can reduce energy consumption.
  • the controller 90 may proceed to end block 230 or return to block 220 to again assess whether the level of fuel 30 in the fuel tank 12 is above the predetermined level. For example, if the height of the fuel level H f is not greater than the height of the fuel pump reservoir H r or some other predetermined level, as sensed by the fuel level sensor 32 for example, then the controller 90 will proceed to block 224 .
  • the controller 90 sets the pump rate of the low pressure fuel pump 16 in a high mode such that the jet pump 14 gets enough flow to raise the fuel level H f above the predetermined level and maintain a sufficient amount of fuel in the fuel pump reservoir 22 such that the low pressure fuel pump 16 is at least submerged in fuel 30 .
  • the controller 90 will also set the low pressure fuel pump 16 to a level sufficient to at least meet engine needs. In the high mode, the low pressure fuel pump 16 operates at a pump flow rate that is higher than when in the low mode. From block 224 , the controller may proceed to end block 230 or return to block 220 to again assess whether the level of fuel 30 in the fuel tank 12 is above the predetermined level.
  • the controller 90 When the controller 90 is in the start-up mode, the controller 90 proceeds from block 214 to block 226 .
  • the controller 90 applies full voltage to the low pressure fuel pump 16 for t seconds.
  • the number of seconds t is calculated based on efficiency of the jet pump 14 (such as set forth in a jet pump efficiency curve provided by the manufacturer of the jet pump 14 ) assuming that a level E of fuel 30 is present in the fuel tank 12 .
  • the E level of fuel 30 is equal to a “fuel gage empty” level, which is the most severe condition for the jet pump 14 because at this level pressure head outside of the fuel pump reservoir 22 (to assist filling of the reservoir 22 ) is minimal.
  • the controller 90 After expiration of t seconds, the controller 90 proceeds to block 218 of the normal operation mode.

Abstract

A system for delivering fuel to an engine including a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir. A low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump. A high pressure fuel pump is configured to pump fuel to the engine. The low pressure fuel pump is configured to pump fuel to the high pressure fuel pump. A controller is operable to configure the low pressure fuel pump in a high mode at a first pump rate when the high pressure fuel pump is in a first configuration, and operable to configure the low pressure fuel pump in a low mode at a second pump rate when the high pressure fuel pump is in a second configuration different from the first configuration, the first pump rate is different from the second pump rate.

Description

    FIELD
  • The present disclosure relates to a fuel system with reduced power consumption.
  • BACKGROUND
  • This section provides background information related to the present disclosure, which is not necessarily prior art.
  • Systems for delivering fuel to an engine, such as an internal combustion engine, often include a fuel reservoir pump, a low pressure fuel pump, and a high pressure (direct injection) fuel pump. The low pressure fuel pump pumps fuel from a fuel tank to the high pressure fuel pump. The high pressure fuel pump includes a reciprocating plunger, which is driven by a rotating cam (via a follower) having a plurality of lobes. As the cam rotates, it may cycle the high pressure pump through a suction stroke, a pre-stroke (if less than 100% fuel delivery is required), and a pumping stroke. The quantity of fuel that the high pressure pump delivers to the engine is based on engine demand and various engine perimeters, such as mass flow and pressure. Only an amount of fuel required to reach and maintain a commanded fuel pressure in a fuel rail of the fuel system is pumped out of the high pressure pump. When the fuel demand is less than 100% of pump capacity, excess fuel flow, such as during the pre-stroke, is pushed out of the high pressure pump through a pump inlet thereof, and into a low pressure fuel line that delivers fuel to the high pressure pump. Therefore, when engine demand is less than 100% of the high pressure pump's capacity, energy will be wasted operating the low pressure fuel pump to pump fuel to the high pressure pump that is not needed for engine operation.
  • The low pressure pump is typically operated as part of a Mechanical Returnless Fuel System (MRFS) or an Electronic Returnless Fuel System (ERFS). In a MRFS, a constant voltage is continuously applied to the low pressure fuel pump, which results in the low pressure fuel pump continuously pumping a fixed amount of fuel at a predetermined pressure. With an ERFS, voltage to the low pressure pump is varied depending on operating conditions of the engine in order to vary the quantity of fuel and/or pressure of fuel delivered to the high pressure pump. In both an MRFS and an ERFS, output of the low pressure pump is set to exceed engine demand in order to support continuous operation of the fuel reservoir pump, which pumps fuel from the fuel tank into a fuel pump reservoir in which the low pressure fuel pump is seated to keep the low pressure pump submerged in fuel.
  • Continuous operation of the fuel reservoir pump and the low pressure fuel pump at levels that exceed engine demand results in inefficiencies, including excess power consumption. A fuel system for delivering fuel to an engine, such as an internal combustion engine, which operates at reduced levels of power consumption and is generally more efficient than existing fuel delivery systems, would therefore be desirable.
  • SUMMARY
  • This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features.
  • The present teachings provide for a system for delivering fuel to an engine including a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir. A low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump. A high pressure fuel pump is configured to pump fuel to the engine. The low pressure fuel pump is configured to pump fuel to the high pressure fuel pump. A controller is operable to configure the low pressure fuel pump in a high mode at a first pump rate when the high pressure fuel pump is in a first configuration, and operable to configure the low pressure fuel pump in a low mode at a second pump rate when the high pressure fuel pump is in a second configuration different from the first configuration, the first pump rate is different from the second pump rate.
  • The present teachings further provide for a system for delivering fuel to an engine. The system includes a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir. A low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump. A high pressure fuel pump is configured to pump fuel to the engine. The low pressure fuel pump is configured to pump fuel to the high pressure fuel pump. A controller is configured to operate the fuel reservoir pump in a high mode at a first pump rate when a fuel level of fuel within the fuel tank is below a predetermined threshold, and configured to operate the fuel reservoir pump in a low mode at a second pump rate when the fuel level of fuel within the fuel tank is above the predetermined threshold. The first pump rate is greater than the second pump rate.
  • The present teachings further provide for a system for delivering fuel to an engine including a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir. A low pressure fuel pump is configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump. A high pressure fuel pump is configured to pump fuel to the engine. The low pressure fuel pump is configured to pump fuel to the high pressure fuel pump. A controller operable to: configure the fuel reservoir pump in a high pumping state when a fuel level of fuel within the fuel tank is below a predetermined level; configure the fuel reservoir pump in a low pumping state when the fuel level of fuel within the fuel tank is above the predetermined level; configure the low pressure fuel pump in a high pump mode at a first pump rate when the high pressure fuel pump is in a first configuration configured to perform a suction stroke; and configure the low pressure fuel pump in a low pump mode at a second pump rate lower than the first pump rate when the high pressure fuel pump is in a second configuration that is not configured to perform the suction stroke.
  • Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.
  • DRAWINGS
  • The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure.
  • FIG. 1 is a schematic of a fuel system according to the present teachings;
  • FIG. 2 is a diagram of modes of operation of the fuel system of FIG. 1; and
  • FIG. 3 is a diagram of additional modes of operation of the fuel system of FIG. 1.
  • Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings.
  • DETAILED DESCRIPTION
  • Example embodiments will now be described more fully with reference to the accompanying drawings.
  • With initial reference to FIG. 1, a fuel system according to the present teachings is illustrated at reference numeral 10. The fuel system 10 generally includes a fuel tank 12, a fuel reservoir pump 14 (which can be a jet pump and is referred to herein as a jet pump), a low pressure fuel pump 16, a high pressure (direct injection) fuel pump 18, and a fuel rail 20 for delivering fuel to a suitable engine (not shown), such as an internal combustion engine. A fuel pump reservoir 22 is seated within the fuel tank 12 and includes a fuel pump reservoir outer wall 24 having a top portion or upper portion 26. The low pressure fuel pump 16 is seated within the fuel pump reservoir 22, and is powered by a low pressure fuel pump power supply 28.
  • The fuel tank 12 is configured to store fuel 30 therein. The amount of fuel 30 present within the fuel tank 12 can be measured in any suitable manner using any suitable device, such as a fuel level sensor 32. The fuel level sensor 32 measures a height of the fuel level Hf as measured from a bottom or lowermost portion of the fuel tank 12 and relative to a height of the fuel pump reservoir Hr.
  • A reservoir inlet conduit 40 extends into the fuel pump reservoir 22 from a position in the fuel tank 12 sufficient to draw fuel 30 into the fuel pump reservoir 22. The reservoir inlet conduit 40 is connected to a fuel inlet conduit 42, which extends to the jet pump 14. A relief valve/regulator 46 can be included along the fuel inlet conduit 42.
  • A fuel outlet conduit 48 extends from the low pressure fuel pump 16 through a filter 50, and out of the fuel tank 12 to a valve 54 of the high pressure fuel pump 18, which is remote to the fuel tank 12. The valve 54 can be any suitable valve, such as an electromechanically controlled valve, such as a solenoid valve for example. If the valve 54 is an electromechanically controlled valve, the valve 54 can be powered in any suitable manner, such as by a power supply 56. Within the fuel pump reservoir 22, a return conduit 52 extends from the fuel outlet conduit 48 to generally where the reservoir inlet conduit 40 and the fuel inlet conduit 42 meet. The reservoir inlet conduit 40, the fuel inlet conduit 42, the fuel outlet conduit 48, and the return conduit 52 can each be any suitable conduit, such as a pipe or tube, configured to reliably, efficiently, and safely transport fuel throughout the fuel system 10.
  • The high pressure fuel pump 18 generally includes a plunger 62 and a plunger housing or chamber 64 in which the plunger 62 is slidably mounted. The plunger 62 is driven by a cam 60 by way of a follower 88 coupled to the cam 60 and the plunger 62. The cam 60 includes any suitable number of lobes, such as two, three (as illustrated), or four, for example.
  • As illustrated, the cam 60 includes a first lobe 66, a second lobe 68, and a third lobe 70. The first, second, and third lobes 66, 68, and 70 are equally spaced apart from one another, such as spaced apart approximately 120° relative to one another. Regardless of the number of lobes present, the lobes can be equally spaced apart. For example, if four lobes are present, the lobes can be spaced apart 90° relative to one another.
  • Between the first lobe 66 and the second lobe 68 is a first lobe span surface 72. Between the second lobe 68 and the third lobe 70 is a second lobe span surface 74. Between the third lobe 70 and the first lobe 66 is a third lobe span surface 76. The first, second, and third lobe span surfaces 72, 74, and 76 can each have the same length, or generally similar lengths.
  • Rotation of the cam 60 results in translational movement of the plunger 62 within the plunger chamber 64. When the plunger 62 is in contact with any one of the first, second, and third lobes 66, 68, or 70 (via the follower mechanism 88), the plunger 62 will be at its highest point within the plunger chamber 64, which is the top dead center position 78 (illustrated in FIG. 1) of the plunger 62. When at the top dead center position 78, the plunger 62 will generally have completed a pumping stroke and be initiating a suction stroke. When the plunger 62 is in contact with the cam 60 along the first, second, or third lobe span surfaces 72, 74, or 76 at a point generally equidistant between the first, second, and third lobes 66, 68, or 70 (via the follower mechanism 88), the plunger 62 will be at its lowest point within the plunger chamber 64, and will generally be between a suction stroke and a pre-stroke of the high pressure fuel pump 18.
  • The high pressure fuel pump 18 pumps fuel to the fuel rail 20 through fuel rail conduit 80. Along the fuel rail conduit 80 is an outlet valve 82, which regulates passage of fuel from the high pressure fuel pump 18 to the fuel rail 20. Between the outlet valve 82 and the fuel rail 20, a relief conduit 84 extends from the fuel rail conduit 80 to the plunger chamber 64 of the high pressure fuel pump 18. A relief valve 86 is present along the relief conduit 84. The relief conduit 84 allows fuel to flow back to the plunger chamber 64. The relief valve 86 will open when the pressure difference across the relief valve 86 exceeds a predetermined threshold.
  • Operation of the fuel system 10 is at least partially controlled by controller 90. The controller 90 can be any suitable controller, such as a microprocessor present in any suitable form or device. The controller 90 can be configured to direct or control operation of, for example, the jet pump 14, the low pressure fuel pump 16, and/or the high pressure fuel pump 18.
  • With additional reference to FIG. 2, a mode of operation of the fuel system 10 to be controlled by the controller 90 is generally illustrated at reference numeral 110. The controller 90 initiates operation at start block 112. At block 114, the controller 90 determines whether the fuel system 10 is to be operated under a special mode or a normal mode. The special mode may include various operating modes, such as hot/cold starts, failsafe mode, or diagnostic mode in which full voltage is sent to the pump 16, for example. With reference to block 116, in the special mode a predetermined control strategy and parameters as prescribed for the particular special mode called for are applied to the low pressure fuel pump 16, such as full voltage applied to the pump 16 by the controller 90. The special mode ends at block 118.
  • If the controller 90 determines that the fuel system 10 is to be operated in normal operating mode, at block 120 the controller 90 sets the low pressure fuel pump 16 to a high mode to start pumping fuel, or increase fuel output if already started, when the cam 60 moves the plunger 62 of the high pressure fuel pump 18 to the top dead center position 78, or slightly before the cam 60 rotates the plunger 62 to the top dead center position 78, such as from about 5 to about 30 (or about 5 to about 10, for example) cam angle degrees (for example depending on speed of rotation of the cam 60 and response time required by low pressure fuel pump 18) prior to reaching the top dead center position 78 (A° as illustrated at block 120). At block 122 the controller 90 sets the low pressure fuel pump 16 to a low mode to stop pumping fuel, or reduce fuel output, when the plunger 62 is in contact with the cam 60 at a halfway point or midpoint of any one of the first, second, or third lobe span surfaces 72, 74, or 76, or at a position of the lobe span surfaces 72, 74, or 76 just prior to the halfway point thereof, such as from about 5 to about 30 or from about 5 to about 10 cam angle degrees (for example depending on speed of rotation of the cam 60 and response time required by low pressure fuel pump 18) prior to the halfway point (B° as illustrated at block 122). After the start and stop positions of the low pressure fuel pump 16 are set at blocks 120 and 122 respectively, the controller 90 proceeds to end block 118.
  • Therefore, when operating according to the mode of operation 110 the low pressure fuel pump 16 does not continuously run, but rather starts (or increases pumping if already started) when the plunger 62 is at or just prior to the top dead center position 78, which is the point at which the high pressure fuel pump 18 begins its suction stroke. The low pressure fuel pump 16 can be set to stop (or decrease) pumping when the high pressure fuel pump 18 begins its pre-stroke, or just prior to beginning its pre-stroke. The low pressure fuel pump 16 will remain inactive during most or all of the pumping stroke of the high pressure fuel pump 18, or can be set to begin pumping just as the pumping stroke is coming to an end. The mode of operation 110 thus conserves energy by more efficiently operating (such as by not continuously operating) the low pressure fuel pump 16, for example.
  • With reference to FIG. 3, an additional mode of operation of the fuel system 10 is generally illustrated at reference numeral 210. The mode of operation 210 starts at block 212, and at block 214 the controller 90 determines whether to operate in a special mode, a normal mode, or a startup mode given operating conditions or manual selection. The special mode may include various operating modes, such as hot/cold starts, failsafe mode, or diagnostic mode in which full voltage is sent to the pump 16, for example. In special mode, the controller proceeds to block 216, at which a predetermined control strategy and parameters prescribed for the particular special mode called for will be applied to the low pressure fuel pump 16, such as full voltage applied to the pump 16 by the controller 90. The special mode ends at block 230, or at block 218 of the normal mode where the special mode transitions to the normal mode.
  • In normal mode, the controller proceeds to block 218, where the controller 90 enters optimization mode and activates the jet pump 14 to pump fuel 30 into the fuel pump reservoir 22 through the reservoir inlet conduit 40. The jet pump 14 can be set to pump fuel 30 for a predetermined period of time based on any suitable known parameters of the jet pump 14 and the fuel pump reservoir 22, in order to fill the fuel pump reservoir 22 such that at least the low pressure fuel pump 16 is submerged in fuel 30.
  • At block 220, the controller 90 determines whether the height of the fuel level in the fuel pump reservoir 22 is greater than a predetermined level, such as whether the height of the fuel level Hf is greater than or above the top portion or upper portion 26 of the fuel pump reservoir 22, and thus whether the height of the fuel level Hf is greater than the height of the fuel pump reservoir Hr. If the height of the fuel level Hf is greater than the predetermined level, at block 222 the controller 90 will set the low pressure fuel pump 16 in a low mode to a level sufficient to at least meet engine needs and maintain the fuel level above the predetermined threshold without using (or minimally using) the jet pump 14. Pump rate of the jet pump 14 is a function of the pump rate of the low pressure fuel pump 16. For example, pump rate of the low pressure fuel pump 16 is equal to, or about equal to, the pump rate of fuel to the engine plus the pump rate of the jet pump 14.
  • Turning off, or reducing operation of, the jet pump 14 reduces flow output from the low pressure fuel pump 16. Thus, minimizing use of the jet pump 14 to fill the fuel pump reservoir 22 reduces or avoids parasitic loss from the low pressure fuel pump 16, which can reduce energy consumption. In addition to synchronizing the low pressure fuel pump 16 with the cam lobes 66, 68, and 70 and adjusting the low pressure fuel pump 16 output based on the pumping, pre-stroke, and suction strokes, such optimization of operation of the jet pump 14 further conserves power.
  • From block 222, the controller 90 may proceed to end block 230 or return to block 220 to again assess whether the level of fuel 30 in the fuel tank 12 is above the predetermined level. For example, if the height of the fuel level Hf is not greater than the height of the fuel pump reservoir Hr or some other predetermined level, as sensed by the fuel level sensor 32 for example, then the controller 90 will proceed to block 224. At block 224, the controller 90 sets the pump rate of the low pressure fuel pump 16 in a high mode such that the jet pump 14 gets enough flow to raise the fuel level Hf above the predetermined level and maintain a sufficient amount of fuel in the fuel pump reservoir 22 such that the low pressure fuel pump 16 is at least submerged in fuel 30. The controller 90 will also set the low pressure fuel pump 16 to a level sufficient to at least meet engine needs. In the high mode, the low pressure fuel pump 16 operates at a pump flow rate that is higher than when in the low mode. From block 224, the controller may proceed to end block 230 or return to block 220 to again assess whether the level of fuel 30 in the fuel tank 12 is above the predetermined level.
  • When the controller 90 is in the start-up mode, the controller 90 proceeds from block 214 to block 226. At block 216, the controller 90 applies full voltage to the low pressure fuel pump 16 for t seconds. The number of seconds t is calculated based on efficiency of the jet pump 14 (such as set forth in a jet pump efficiency curve provided by the manufacturer of the jet pump 14) assuming that a level E of fuel 30 is present in the fuel tank 12. The E level of fuel 30 is equal to a “fuel gage empty” level, which is the most severe condition for the jet pump 14 because at this level pressure head outside of the fuel pump reservoir 22 (to assist filling of the reservoir 22) is minimal. After expiration of t seconds, the controller 90 proceeds to block 218 of the normal operation mode.
  • The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.

Claims (20)

What is claimed is:
1. A system for delivering fuel to an engine comprising:
a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir;
a low pressure fuel pump configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump;
a high pressure fuel pump configured to pump fuel to the engine, the low pressure fuel pump is configured to pump fuel to the high pressure fuel pump; and
a controller operable to configure the low pressure fuel pump in a high mode at a first pump rate when the high pressure fuel pump is in a first configuration, and operable to configure the low pressure fuel pump in a low mode at a second pump rate when the high pressure fuel pump is in a second configuration different from the first configuration, the first pump rate is different from the second pump rate.
2. The system of claim 1, wherein the fuel reservoir pump is a jet pump; and
wherein the controller operates the low pressure fuel pump at full voltage for a predetermined period of time in a startup mode prior to operating the low pressure pump in a normal operating mode, the predetermined period of time based on an amount of time required to fill the fuel pump reservoir above a predetermined level.
3. The system of claim 1, wherein in the first configuration the high pressure pump is configured to perform a suction stroke.
4. The system of claim 1, wherein the controller is configured to operate the low pressure fuel pump in the high mode when the high pressure pump is performing a pumping stroke.
5. The system of claim 1, wherein in the first configuration the high pressure fuel pump is at a top dead center position.
6. The system of claim 1, wherein in the second configuration the high pressure fuel pump is configured to perform a pre-pumping stroke.
7. The system of claim 1, wherein in the second configuration the high pressure pump is configured to perform a pumping stroke.
8. The system of claim 7, wherein the controller is configured to start the low pressure fuel pump when the high pressure fuel pump is proximate to an end of the pumping stroke.
9. The system of claim 1, wherein in the high mode the controller is configured to operate the low pressure fuel pump at up to 100% output, and in the low mode the controller is configured to operate the low pressure fuel pump at as low as 0% output.
10. The system of claim 1, wherein in the first configuration the high pressure fuel pump is configured to draw fuel into a plunger chamber of the high pressure fuel pump; and
wherein in the second configuration the high pressure fuel pump is configured to pump fuel out from within the plunger chamber of the high pressure fuel pump.
11. The system of claim 1, wherein the high pressure fuel pump includes a plunger, the high pressure fuel pump is in the second configuration when the plunger is aligned with a portion of the cam about equidistant between lobes of the cam.
12. The system of claim 1, wherein the high pressure fuel pump includes a plunger, the controller configures the low pressure fuel pump in the low mode prior to the plunger being aligned with a portion of the cam about equidistant between lobes of the cam.
13. The system of claim 1, wherein the controller is configured to not operate the fuel reservoir pump when a fuel level of fuel in the fuel tank is above a top of the fuel pump reservoir.
14. The system of claim 1, wherein the controller is configured to operate the fuel reservoir pump when a fuel level of fuel in the fuel tank is below a top of the fuel pump reservoir.
15. A system for delivering fuel to an engine comprising:
a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir;
a low pressure fuel pump configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump;
a high pressure fuel pump configured to pump fuel to the engine, the low pressure fuel pump is configured to pump fuel to the high pressure fuel pump; and
a controller configured to operate the fuel reservoir pump in a high mode at a first pump rate when a fuel level of fuel within the fuel tank is below a predetermined threshold, and configured to operate the fuel reservoir pump in a low mode at a second pump rate when the fuel level of fuel within the fuel tank is above the predetermined threshold, the first pump rate is greater than the second pump rate.
16. The system of claim 15, wherein the controller is configured to operate the low pressure fuel pump in the high mode when the high pressure fuel pump is in a first configuration configured to perform a suction stroke, and configured to operate the low pressure fuel pump in the low mode when the high pressure fuel pump is in a second configuration different from the first configuration.
17. The system of claim 15, wherein the controller is configured to operate the low pressure fuel pump in the high mode when the high pressure pump is performing a pumping stroke.
18. The system of claim 16, wherein in the first configuration the high pressure fuel pump and cam associated therewith are at a top dead center position.
19. A system for delivering fuel to an engine comprising:
a fuel reservoir pump configured to pump fuel from a fuel tank to a fuel pump reservoir;
a low pressure fuel pump configured to pump fuel out from within the fuel pump reservoir and to the fuel reservoir pump;
a high pressure fuel pump configured to pump fuel to the engine, the low pressure fuel pump is configured to pump fuel to the high pressure fuel pump; and
a controller operable to:
configure the fuel reservoir pump in a high pumping state when a fuel level of fuel within the fuel tank is below a predetermined level;
configure the fuel reservoir pump in a low pumping state when the fuel level of fuel within the fuel tank is above the predetermined level;
configure the low pressure fuel pump in a high pump mode at a first pump rate when the high pressure fuel pump is in a first configuration configured to perform a suction stroke; and
configure the low pressure fuel pump in a low pump mode at a second pump rate lower than the first pump rate when the high pressure fuel pump is in a second configuration that is not configured to perform the suction stroke.
20. The system of claim 19, wherein in the first configuration a plunger of the high pressure fuel pump and a cam associated therewith are at or just prior to a top dead center position; and
wherein in the low pumping state the fuel reservoir pump is configured to not pump fuel.
US14/171,120 2014-02-03 2014-02-03 Method to reduce fuel system power consumption Active 2034-10-31 US9435286B2 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US14/171,120 US9435286B2 (en) 2014-02-03 2014-02-03 Method to reduce fuel system power consumption
CN201580004700.0A CN105917102B (en) 2014-02-03 2015-02-03 The method for reducing fuel system power consumption
DE112015000620.6T DE112015000620B4 (en) 2014-02-03 2015-02-03 System for supplying fuel to an engine
JP2016549497A JP6217864B2 (en) 2014-02-03 2015-02-03 Fuel system that delivers fuel to the engine
PCT/US2015/014232 WO2015117122A1 (en) 2014-02-03 2015-02-03 Method to reduce fuel system power consumption

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US14/171,120 US9435286B2 (en) 2014-02-03 2014-02-03 Method to reduce fuel system power consumption

Publications (2)

Publication Number Publication Date
US20150219037A1 true US20150219037A1 (en) 2015-08-06
US9435286B2 US9435286B2 (en) 2016-09-06

Family

ID=53754447

Family Applications (1)

Application Number Title Priority Date Filing Date
US14/171,120 Active 2034-10-31 US9435286B2 (en) 2014-02-03 2014-02-03 Method to reduce fuel system power consumption

Country Status (5)

Country Link
US (1) US9435286B2 (en)
JP (1) JP6217864B2 (en)
CN (1) CN105917102B (en)
DE (1) DE112015000620B4 (en)
WO (1) WO2015117122A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160356237A1 (en) * 2015-06-08 2016-12-08 Ford Global Technologies, Llc Method and system for fuel system control
GB2550391A (en) * 2016-05-19 2017-11-22 Delphi Int Operations Luxembourg Sarl Method to control self-latching of high pressure piston driven fuel pumps

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016217800B4 (en) 2016-09-16 2021-12-23 Vitesco Technologies GmbH Fluid delivery device
DE102017126939A1 (en) * 2017-11-16 2019-05-16 Volkswagen Aktiengesellschaft Method for operating a tank arrangement

Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7182067B2 (en) * 2004-06-30 2007-02-27 C.R.F. Società Consortile Per Azioni Storage-volume fuel injection system for an internal combustion engine
US7201150B2 (en) * 2005-08-10 2007-04-10 Mitsubishi Electric Corporation Energy-saving high-pressure fuel supply control device for internal combustion engine
US7299790B2 (en) * 2002-06-20 2007-11-27 Hitachi, Ltd. Control device of high-pressure fuel pump of internal combustion engine
US20070272217A1 (en) * 2004-02-06 2007-11-29 Bosch Corporation Fuel Supply Device
US7318413B2 (en) * 2005-06-07 2008-01-15 Toyota Jidosha Kabushiki Kaisha Control apparatus for internal combustion engine
US7431018B2 (en) * 2005-07-19 2008-10-07 Denso Corporation Fuel injection system monitoring abnormal pressure in inlet of fuel pump
US7493893B2 (en) * 2006-04-18 2009-02-24 Honda Motor Co., Ltd. Fuel supply system for diesel engine
US7588017B2 (en) * 2007-01-24 2009-09-15 Continental Automotive Systems Us, Inc. Low pressure jet by-pass system for fuel pump
US7596447B2 (en) * 2007-05-21 2009-09-29 Mitsubishi Electric Corporation Control apparatus for internal-combustion engine
US20100274467A1 (en) * 2009-04-23 2010-10-28 Denso Corporation Fuel-pressure controller for direct injection engine
US7856960B2 (en) * 2007-09-21 2010-12-28 Magneti Marelli Powertrain S.P.A. Control method for a direct injection system of the common-rail type provided with a shut-off valve for controlling the flow rate of a high-pressure
US7900602B2 (en) * 2008-03-04 2011-03-08 MAGNETI MARELLI S.p.A. Direct injection assembly of the common-rail type provided with a shut-off valve for controlling the delivery of a high-pressure fuel pump
US20120073545A1 (en) * 2010-09-23 2012-03-29 Cummins Intellectual Property, Inc. Variable flow fuel transfer pump system and method
US8302582B2 (en) * 2009-12-23 2012-11-06 Denso Corporation Fuel supply device

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11182371A (en) * 1997-12-19 1999-07-06 Unisia Jecs Corp Fuel supply device for internal combustion engine
JP2000130279A (en) 1998-10-21 2000-05-09 Toyota Motor Corp High-pressure fuel supplying device of internal combustion engine
DE19853823A1 (en) * 1998-11-21 2000-05-25 Bosch Gmbh Robert Method of operating internal combustion engine, especially for motor vehicle, involves controlling fuel pump delivery rate depending on input parameters via characteristic field
JP2005256735A (en) * 2004-03-11 2005-09-22 Denso Corp Fuel injection apparatus
JP2006017059A (en) * 2004-07-02 2006-01-19 Toyota Motor Corp Fuel supply device for engine
JP2008121563A (en) * 2006-11-13 2008-05-29 Hitachi Ltd Fuel supply device for internal combustion engine
JP2009221906A (en) 2008-03-14 2009-10-01 Denso Corp Low pressure pump control device of direct injection type internal combustion engine
JP4661930B2 (en) * 2008-09-19 2011-03-30 トヨタ自動車株式会社 Fuel supply device for internal combustion engine
JP2010112320A (en) * 2008-11-07 2010-05-20 Denso Corp Fuel pump control device of fuel supply system
DE102011005662A1 (en) 2011-03-16 2012-09-20 Bayerische Motoren Werke Aktiengesellschaft Operating method for electric fuel pump of fuel supply system of internal combustion engine of motor vehicle, involves supplying fuel from fuel tank, particularly of internal combustion engine to consumer
JP5863017B2 (en) 2011-10-25 2016-02-16 三菱自動車工業株式会社 Fuel injection device for internal combustion engine
JP5733161B2 (en) * 2011-11-04 2015-06-10 トヨタ自動車株式会社 Fuel injection control system for internal combustion engine
JP5630462B2 (en) * 2012-06-19 2014-11-26 株式会社デンソー Fuel injection control device

Patent Citations (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7299790B2 (en) * 2002-06-20 2007-11-27 Hitachi, Ltd. Control device of high-pressure fuel pump of internal combustion engine
US20070272217A1 (en) * 2004-02-06 2007-11-29 Bosch Corporation Fuel Supply Device
US7182067B2 (en) * 2004-06-30 2007-02-27 C.R.F. Società Consortile Per Azioni Storage-volume fuel injection system for an internal combustion engine
US7318413B2 (en) * 2005-06-07 2008-01-15 Toyota Jidosha Kabushiki Kaisha Control apparatus for internal combustion engine
US7431018B2 (en) * 2005-07-19 2008-10-07 Denso Corporation Fuel injection system monitoring abnormal pressure in inlet of fuel pump
US7201150B2 (en) * 2005-08-10 2007-04-10 Mitsubishi Electric Corporation Energy-saving high-pressure fuel supply control device for internal combustion engine
US7493893B2 (en) * 2006-04-18 2009-02-24 Honda Motor Co., Ltd. Fuel supply system for diesel engine
US7588017B2 (en) * 2007-01-24 2009-09-15 Continental Automotive Systems Us, Inc. Low pressure jet by-pass system for fuel pump
US7596447B2 (en) * 2007-05-21 2009-09-29 Mitsubishi Electric Corporation Control apparatus for internal-combustion engine
US7856960B2 (en) * 2007-09-21 2010-12-28 Magneti Marelli Powertrain S.P.A. Control method for a direct injection system of the common-rail type provided with a shut-off valve for controlling the flow rate of a high-pressure
US7900602B2 (en) * 2008-03-04 2011-03-08 MAGNETI MARELLI S.p.A. Direct injection assembly of the common-rail type provided with a shut-off valve for controlling the delivery of a high-pressure fuel pump
US20100274467A1 (en) * 2009-04-23 2010-10-28 Denso Corporation Fuel-pressure controller for direct injection engine
US8302582B2 (en) * 2009-12-23 2012-11-06 Denso Corporation Fuel supply device
US20120073545A1 (en) * 2010-09-23 2012-03-29 Cummins Intellectual Property, Inc. Variable flow fuel transfer pump system and method

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20160356237A1 (en) * 2015-06-08 2016-12-08 Ford Global Technologies, Llc Method and system for fuel system control
US9689341B2 (en) * 2015-06-08 2017-06-27 Ford Global Technologies, Llc Method and system for fuel system control
US10161349B2 (en) 2015-06-08 2018-12-25 Ford Global Technologies, Llc Method and system for fuel system control
GB2550391A (en) * 2016-05-19 2017-11-22 Delphi Int Operations Luxembourg Sarl Method to control self-latching of high pressure piston driven fuel pumps
GB2550391B (en) * 2016-05-19 2018-10-24 Delphi Int Operations Luxembourg Sarl Method to control self-latching of high pressure piston driven fuel pumps

Also Published As

Publication number Publication date
CN105917102B (en) 2019-03-26
DE112015000620T5 (en) 2016-10-20
US9435286B2 (en) 2016-09-06
JP2017507273A (en) 2017-03-16
WO2015117122A1 (en) 2015-08-06
DE112015000620B4 (en) 2021-07-29
JP6217864B2 (en) 2017-10-25
CN105917102A (en) 2016-08-31

Similar Documents

Publication Publication Date Title
US9587579B2 (en) Current pulsing control methods for lift fuel pumps
EP2010780B1 (en) Fuel supply system for an internal combustion engine
JP5124612B2 (en) High pressure fuel pump control device for internal combustion engine
CN105673239B (en) Direct injection pump control
US9435286B2 (en) Method to reduce fuel system power consumption
US20130213504A1 (en) Fluid control apparatus and fuel supply system
RU2681554C2 (en) Method for fuel system and fuel system (variants)
JP2000356156A (en) Common rail type fuel injection device
JP2008215321A (en) High pressure fuel pump control device for internal combustion engine
JP2005127164A (en) Common rail type fuel injection apparatus
JP2009299607A (en) Fuel supply control device for internal combustion engine
US10113498B2 (en) Method to control a fuel pump for a direct injection system
EP2703636B1 (en) Fuel Pump Arrangements
JP2639017B2 (en) Variable discharge high pressure pump and control method thereof
JP2003097327A (en) Method for driving internal combustion engine
JP2009270479A (en) Fuel filter replacing timing determining device and fluid supply system
JP2005207307A (en) Fuel supply device for internal combustion engine
JP2005147090A (en) Common rail fuel injection system
JP2014202075A (en) Fuel injection device
EP0962650A2 (en) Accumulator-type fuel injection apparatus and control method for the same
JP4552991B2 (en) Fuel injection control system and fuel injection valve
JP2010090778A (en) Fuel injection control system
GB2550391A (en) Method to control self-latching of high pressure piston driven fuel pumps
WO2008018289A1 (en) Fuel injection device for engine
JPH11324860A (en) Variable delivery high-pressure pump, and common-rail-type fuel injection control device using it

Legal Events

Date Code Title Description
AS Assignment

Owner name: DENSO CORPORATION, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:RAMAMURTHY, DHYANA;REEL/FRAME:032120/0164

Effective date: 20140203

Owner name: DENSO INTERNATIONAL AMERICA, INC., MICHIGAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:RAMAMURTHY, DHYANA;REEL/FRAME:032120/0164

Effective date: 20140203

STCF Information on status: patent grant

Free format text: PATENTED CASE

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Year of fee payment: 4

AS Assignment

Owner name: AISAN KOGYO KABUSHIKI KAISHA, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:DENSO CORPORATION;DENSO INTERNATIONAL AMERICA INC.;REEL/FRAME:064089/0739

Effective date: 20230406

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 8TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1552); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Year of fee payment: 8